Multiple-cylinder engine.



No. 877,294. PATENTED JAN. 21, 1908.

' F. L. CHASE & B. M. YOUNG.

MULTIPLE CYLINDER ENGINE.

APPLICATION FILED MAY 28,1904.

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F. L. CHASE. & B. M. YOUNG.

MULTIPLE CYLINDER ENGINE.

APPLICATION FILED MAY 28, 1904.

No. 877,294. PATBNTED JAN. 21, 1908. L. CHASE & B. M. YOUNG.

MULTIPLE CYLINDER BNGINE.

APPLICATION FILED MAY 28,1904.

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' worlae ya FRANK L. CHASE AND BERTRAND M. YOUNG, OF

JAMESTOWN, NEW YORK; SAID YOUNG ASSIGNOR TO SAID CHASE.

MULTIPLE-CYLINDER ENGINE.

Specification of Letters Patent.

Patented Jan. 21, 1908.

Application filed May 28. 1904- Serial No. 210.16%.

T 0 all whom it may concern:

Be it known that we, FRANK L. CHASE and BERTRAND M. YOUNG, citizens of the United States, residing at Jamestown, county v of Chautauqua, State of New York, have invented a certain new and useful Improvement in Multiple-Cylinder Engines, and declare the following to be a full, clear, and exact description of the same, such as will enable others skilled in the art to which it pertains to make and use the same, reference being had to the accompanying drawings, which form a part of this specification.

Our invention relates in general to multiple cylinder engines, and more particularly to that class of such engines in whichthe cylinders are arranged in alined pairs on opposite sides of the crank shaft.

It is desirable in multiple cylinder engines, es ecially of the four-cycle type, that the cy inders should be so arranged with respect form,

tothe crank shaft and the cycles of operation of the several cylinders s0 relatively timed as to effect a complete balancing of the engine, thereby reducing to a minimum the strain incident to the expansion of the motive fluid in the cylinders.

In engines as usually constructed it is -necessaryeither to provide cross heads to guide the pistons and maintain the same concentrically within the cylinders, and to provide a separated connecting rod for operatively uniting each cross head to the crank shaft, or to construct elongated or trunk pistons which will, by means of their length, uide themselves and maintain a position nearly, but not exactly, concentric with the cylinders.

An object of our invention is to multiple cylinder engine of the type in which the expansion of rovide a our-cycle the motive .fluid occurs simultaneously in Iiylinders located on opposite sides of the crank shaft and at each half revolution or the crank shaft. Afurther object of our invention is to provide a multiple cylinder explosive engine in which the valve mechanism is simple and occupies such a limited space as to adapt the engine for use on vehicles in which only a corn act motor may be employed.

A still further object of our invention is to rovide a multiple cylinder engine whic will be simple in construction, comparatively the guide bearing for d designates a bearing in inexpensive in manufacture, and efficient in operation, and one which can beoperated at will in either direction.

A further object of our invention is to provide, a multiple cylinder opposed engine wherein the friction between the pistons and cylinder walls is greatly reduced and not affected by the weight of the pistons and reciprocating parts and is not greatly aflected by imperfect lubrication of the cylinders, and the wear due to the friction is transferred and confined to a particular location remove from the heated portions of theengine, where lubrication can be properly provided for and where adjustment and compensation for wearing can easily be made.

I Our invention will be more fully described hereinafter with reference to the accompanying drawings in which the same is illustrated as embodied in a convenient and practical and in which Figure 1 is a horizontal sectional view; Fig. 2 a longitudinal vertical section on line 22, Fig. 1 Fig. 2 a detail sectional view of the yoke; Fig. 3 an end elevation looking from the left in Figs. 1 and 2, part of the crank casing being broken away; Fig. 4 a plan view of the valve actuat in rods; Fi 5 an elevational view of the spiral gears or actuating the valve mechanism from the crank shaft; Fig. 6 an end elevational view of one of the cam shafts; Fig. 7 a detail view of a modified form of yoke; Fig. 8 a sectional view on line 8 8, Fig. 7; and Fig. 9 a detail sectional view on line 55 Fig. 5.

The same reference characters are used to designate the same parts in the several figures of the drawings.

Reference characters A to A indicate the cylinders of the engine which are arranged in opposite alined pairs between which is located a crank shaft C.

shaft.

C, C, and C designate cranks on the shaft 0 each ofwhich is interposed between the alined cylinders of an opposed pair. The inner ends of the cylinders are connected to the side walls (1 of the crank casing.

D indicates the top of the casing and D the bottom.

one of the end walls D of the crank casing in which the shaft 0 designates a fly wheel fixed to the crank.

connected. to a yoke B formed in two vertical portions uhited by tie bolts b. Each art of the yoke is preferably formed integral y with a piston rod rigidly connected to the corresponding piston. Eachof the cranks of the s aft is provided with a crank box a surrounding the same and guided within the corresponding oke. In order to relieve the cylinder walls fi'om the weight of the pistons and connecting reciprocating parts, and to concentrate the wearing surfaces at a place removed from the heated portions of the engine where all adjustment and lubrication can be provided for, wedge blocks 1) bearing on inclined surface of D are provided which may be adjusted and locked relatively to the yoke B by means of set screws (1 and (1 thereby maintaining the requisite support of the reciprocating parts and enabling the wear between the lower end of the yoke and the casing to be compensated for.

Each of the heads of the cylinders is provided with two openings 0/ and a in one of which a s ark plug may be inserted, while the other 1s adapted to receivea relief valve. The spark plu and relief valve are not shown as they form no part of our present invention.

a designates an opening leading to the cooling space around the cylinder and is adapted to be closed by a plu Located in each ofthe cylinr er heads is an intake valve F from which depends a valve stem f uided in a sleeve 9 formed integrally with a' etachable cap G, the latter servlng as a seat for the intake valve. f designatesa spring which surrounds the valve stem and seats theintake valve. The cap G is provided with a tie bolt g extending through the same into a screw threaded recess in the cylinder head, as clearly shown in Fig. 2.

E designates the exhaust valve located in each cylinder head which is provided with an upwardly projecting stem e guided in a sleeve formed integrally with the cylinder head.

e designates a spring surrounding the stem e the tension of whichseats the exhaust valve.

a designates an exhaust passage leading 1tohrough the cylinder head to the valve cham- Above each cylinder head is mounted a pair of brackets H between which is journaled a bell cranklever H. k desi nates a rod upon which the bell crank lever is pivotally mounted. One end 7b of the bell crank lever projects above the upper end of the adapted to engage the bell crank levers...

The/cams k, k, 16" and k iixed upon the rod K are arranged 90 apart, as clearly shown in Fig. 6, while the cams Yr, 712 ,11?" gand It fixed upon the rod K are also arranged 90 apart, so that the exhaust valves of the cylinders at each side of the crank shaft will be' successively opened.

IJ designates a longitudinal shaft the op )0- site ends of which are provided with beveled gears Z and. l which mesh with correspond ing beveled gears fixed to the ends of the cam. rods K and K. The rod l1 may be supported in any suitable manner, such for instance as bearings 11, projecting inwardly from the end wall 1.)"of the crank casing.

' l1" designates a small spiral gear which meshes with a large spiral gear C lixed upon the crank shaft 0. The pitch. .of the spiral threads on the meshed gears if and C is such that ,two rotations of the crank shaft effects a single rotation of the rod l1.

Attached to the rod L is a key Z which is placed within a wide key-way in the spiral gear 112. The width of this key-way being 90" plus the width of the key itself minus the amplitude of the necessary lead. The spiral gear I! is thus permitted a movement around 4 the rod 11 of nearly 90.

In Figs. 7 and 8 we have illustrated a means for taking up the wear incident to the movement of the crank box 0 within the yoke to which the alined pistons are connected. In such figures N designates the yoke made in two parts and united by tie bolts n.

n designates a vertical'channel formed in the portion of one of the parts of the yoke in which extends a tongue of awedge block N.

The portions of the wed e block at each side.

of the tongue are inclined and engage inclined flanges at either side of the groove n in the yoke. adjusted to take up the wear b means of a screw 0 which extends throug 1 the top of the yoke into a screw threaded recess in the upper end of' the wedge block. A pin 0 prevents the bolt 0 from moving vertically with respect to the yoke.

n designates a coil spring interposed between the inner surface of one part ofthe yoke and engaging a lug N rojectin from the lower end of the wedge b ock N thereby retaining the wedge block within the seat The wedge block N may be vertically formed in the yoke when the crank box is at the upper end of the yoke.

The operation of our invention is a follows: When the pistons are in the positions shown in Fig. 1, B and B are in position to be driven by an explosion in the 'cylinders'A and A, while the cylinders A and A have drawn in a charge of motive fluid upon the rotation of the crank shaft 180, while the pistons in cylinders A and A have been driven to the positions shown by explosions, and the burned gases will be driven out upon the next reciprocations of the pistons B and 13 due to the rotation of the crank shaft 180.

The cams on the shafts K and K are staggered so that the exhaust valve in each cylinder will be unseated by the oscillation of the corresponding bell crank lever upon the return reciprocation of the piston after it has been driven by an explosion. After the exhaust valve has been unseated the next reciprocation of the piston draws in a charge of motive fluid, the inlet valve being merely held to its seat by a light spring so that the suction in the cylinder opens the intake valve and draws in a charge from a supply conduit not shown, which communicates with the passages in the lower cap G of each cylinder The next reciprocation after the piston draws in a charge, compressed the motive fluid, and it is,exploded by suitable mechanism, the force of the explosion then driving the piston in a direction to rotate the shaft through the corresponding crank. The cam which actuates each bell crank lever completes a revolution for each two reciprocations of the piston, such timing of the rotation of the cam being accomplished by the meshed spiral gears on the crank shaft and exhaust valve-actuating rod L.

Provision for operating the engine in either-direction is made by means of the combination of the key Z on the shaft L and wide key-way in the spiral gearL by thus allowing the crank shaft and pistons "to complete a cycle in the reverse direction before the valve operating rods K and K are put in motion, when they take their pro er relative positions for reverse direction 0 the engine.

From the foregoing description it will be observed that we have invented an im proved multiple cylinder explosiie engine adapted to be operated in either direction, in which four pairs of alined cylinders are employed and the cycles so timed that explosions occur simultaneously in cylinders on opposite sides of the shaft during each half revolution of the crank shaft, thereby balanc ng the engine mechanically, explosively, and cyclically.

It will be further observed that in our improved engine the pistons in alined cylinders are rigidly connected to a yoke, thereby avoiding the use of either trunk pistons, or cross heads and connecting rods, and cansing the two rigidly connected pistons to matually guide each other, permitting the piston heads to reducing the friction coin ident with the use of the ordinary trunk pistons, and at the same time affording a much longer guide for the pistons. ur improved construction also enables the wear incident to the recip'rocations of the crank box within the yoke and the yoke within the crank casing to be eliminated, and also greatly reduces the friction and wear between the pistons and the cylinder walls. ()nr arrangement of pistons, yoke and valve mechanism thus permits the cylinders and engine to be materially shortened and the crank case to be much shallower and more compact, reduces the number of working parts and permits the engine to occupy a comparatively small space, and it is therefore adapted for use on car trucks or other vehicles in which the available space for the'motor is small.

While we have described more or less precisely the details of construction, we do not wish to be understood as limiting ourselves thereto, as we contemplate changes in form, the proportion of parts, and the substitution of cquivalen ts, as circumstances may suggest or render expedient, without departing from the spirit of our invention.

Having now fully described our invention, what we claim. as new, and desire to secure by LettersPatent, is

1. In a multiple cylinder explosive engine, the combination with a crank shaft, of a plurality of pairs of alined cylinders. the cylinders in each pair located on opposite sides of the crank shaft, reciprocating pistons located within said cylinders and operatively connected to' the crank shaft, intake valves controlling the admission of motive fluid to the cylinders, exhaust valves unseating inwardly, stems on the exhaust valves projecting to the exterior of the valve casings, a cam shaft journaled adjacent the stems of the exhaust valves, cams on the cam shaft adapted to successively actuate the valve stems and unseat the exhaust valves, a longitudinal shaft extending at right angles to the cam shafts, beveled gears connecting the corres ending ends of the cam shafts to the enr s of the longitudinal shaft, meshed spiral gears on said longitudinal shaft and the crank shaft, and means for adjusting said, spiral gears to properly operate the camshafts when the engine is reversed.

2. In a multiple cylinder explosive engine, the combination with a crank shaft, of a vvplurality of pairs of alined. cylinders, the

take valves controlling the admission of be much shorter, thus greatly 1 motive fluid to the cylinders, exhaust valves uns'eatlng inwardly, stems on the exhaust valvesprojecting to the exterior of the'valve casings, a cam shaft journaled adjacent the stems of the exhaust valves, cams on the cam shaft adapted to successively actuate the valve stems and unseat the exhaust valves, a longitudinal shaft extending at right angles to the cam shaft, beveled gears connecting the corres onding ends of the cam shafts to the em s of the longitudinal shaft, meshed spiral gears on said longitudinal shaft and the crank shaft, means for adjusting, said spiral gears to properly operate the cam shafts when the engine is reversed,

(ler casing, above the exhaust valves, one

arm of each lever adapted to engage the stem of the corresponding exhaust valve and the other arm or the bell crank lever adapted to be engaged and the bell crank lever oscil lated by a cam on the cam shaft.

In testimony whereof, We sign this specification in the presence of two witnesses.

FRANK L. CHASE. BERTRAND M YOUNG.

I Witnesses:

C. A. CAMPBELL,\ (J. D. BABcooK. 

